Repair kit for brake system and apparatus

ABSTRACT

A braking system includes a brake pad that is coupled to a slider assembly that moves linearly within a guide. The slider assembly and guide are coupled to a first brake. A second brake actuator is coupled to the slider assembly, the guide and a second brake. When the first brake is actuated, the slider assembly is pressed against a rotating braking surface and the friction of the brake pad against the rotating braking surface can cause the slider assembly to move within the guide which actuates the second brake actuator. The second brake actuator then actuates the second brake. When the first brake is released, the slider assembly is removed from the rotating braking surface and the second brake actuator is released which releases the second brake.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.13/513,141, “Brake System And Apparatus” filed Jul. 9, 2012 which in anational phase application of PCT Application No. PCT/US10/60411, filedDec. 15, 2010, and a continuation in part of U.S. patent applicationSer. No. 12/638,944, filed 15 Dec. 2009, now U.S. Pat. No. 8,333,266,which claims priority to U.S. Provisional Application No. 61/411,405,filed 8 Nov. 2010 and U.S. Provisional Application No. 61/059,096 filedJun. 5, 2008. U.S. patent application Ser. Nos. 13/513,141, 12/638,944,61/411,405, 61/059,096 and PCT Application No. PCT/US10/604411 are allherein incorporated by reference.

BACKGROUND

1. Field of Invention

The present invention relates to a brake system and method. Moreparticularly, the present invention relates to a brake system and methodfor a two-wheeled vehicle.

2. Description of Related Art

A two-wheeled vehicle is equipped with a brake system to slow or stopits moving by applying friction upon its wheels. A rider uses both handsto press two brake levers, fixed on the handlebar, to control a frontand rear brake of the two-wheeled vehicle. However, it would bedangerous if the rider presses either one of the brake levers too hardto make the vehicle's wheel to be locked by the front or rear brake. Itis uncontrollable and dangerous for a moving two-wheeled vehicle withone of its wheels being locked, e.g. the vehicle may skid on the ground.In the instance of a two-wheeled vehicle's tip over, the two-wheeledvehicle still moves with its front wheel being locked such that therider may fall over beyond a handlebar of the two-wheeled vehicle when arear wheel comes off the ground by a sufficient height. For theforegoing reasons, there is a need for preventing a moving two-wheeledvehicle from a tip-over or a wheel being locked.

SUMMARY

The present invention is directed towards a braking system that caninclude two or more brake mechanisms that are actuated by one or morebrake controls, such as hand brake levers or foot brake pedals. When theuser squeezes the one or more brake levers, a first brake actuatoractuates one of the brakes. The friction force of the brake against arotating structure then actuates a second brake actuator coupled to thesecond brake so that both brakes are engaged to slow or stop thevehicle. The first brake that is directly controlled by the brake levercan be any brake on a vehicle.

The following description is primarily directed towards a two wheeledbicycle in which the first brake is the rear brake and the second brakeis the front brake. However, this configuration is exemplary embodimentsof the invention. These same designs and operating principles can beapplied to any multiple wheeled vehicle and the first brake can be anybrake on the vehicle. The scope of the application is intended to coverthe inventive braking system applied to all of these different vehicleconfigurations.

In an embodiment of the present invention, the brake pad is slidablyconnected to at least one of the two brake arms along a directiongenerally in parallel with the pivot axis of the brake arms. The rearbrake further includes a slider assembly slidably connected with aguide, the brake pad can be secured to the slider assembly and a slidingportion of the slider assembly can slide against the guide that isfastened to one of the brake arms. The first brake can be controlled bya first brake actuator. In an embodiment, the first brake actuator canbe a brake lever which is coupled to the handlebar and controlled by therider's hand. The first brake lever can be actuated by the rider'sfingers squeezing the first brake lever against the handlebar.

A first brake cable can be at least partially within a first brake cablehousing. The first brake cable can be connected between the first brakelever and the first brake. The first brake actuator can run along orwithin the bicycle frame and the ends of the first brake actuator can becoupled to the brake lever and the first brake. In an embodiment, thefirst brake actuator can be a brake cable within a brake cable housing.When the brake lever is actuated, the cable can be pulled towards thebrake lever within a rear brake cable housing placing the cable intension and the brake cable housing in compression. The movement of therear brake cable can cause the first brake to be actuated.

In another embodiment, the brake actuators can be hydraulic mechanisms.The brake lever and the first brake can be coupled to a hydraulic tubefilled with an incompressible hydraulic fluid, then the brake lever isactuated and piston can be moved within a cylinder increasing thepressure of the hydraulic fluid. The increased pressure causes thehydraulic fluid to move towards the first brake within the tubing. Thefirst brake can also be coupled to a piston and cylinder assembly andthe increased pressure can cause the piston to move within the cylinderactuating the first brake.

The actuation of the rear brake normally includes squeezing a rotatingstructure between two brake pads. The friction of the brake pads againstthe rotating structure causes the rear wheel to rotate more slowly orstop the rotation all together. The rotating structure can be thesidewalls of the rear wheel rim or a disk that is coupled to the rearwheel.

The first brake can be coupled to a second brake actuator which iscoupled to and controls a second brake. In an embodiment, the secondbrake actuator can include a second brake cable and a cable housing thatsurrounds at least a portion of the cable. The second brake cable can becoupled to the slider assembly and the guide can be coupled to a noodlethat is a rigid tube that can be bent. The noodle can then be coupled tothe front brake cable housing. In another embodiment, the front brakecable can be coupled to the guide and the front brake cable can becoupled to the front brake cable housing. When the first brake isactuated, the brake pad contacts the rotating structure and moves withinthe slider. This movement creates tension in the brake cable andcompression of the brake cable housing. The movement of the brake cablecauses the second brake to be actuated.

In a hydraulic embodiment, the first brake can be coupled to a pistonand cylinder and the second brake actuator can be a hydraulic tubefilled with hydraulic fluid. A piston can be coupled to the sliderassembly and the slider assembly can move during braking of the firstbrake. The slider assembly movement can cause the piston to move in thecylinder pressurizing the hydraulic fluid. The second brake can becoupled to the tube and the increased pressure can cause a second brakepiston to move within a second brake cylinder which then actuates thesecond brake. Like the first brake, when the second brake is actuated, arotating structure is squeezed between two brake pads which slow or stopthe rotation.

In an embodiment, the first brake is the rear brake of a bicycle and thesecond brake is the front brake. The inventive brake system is able toprevent a front brake from being locked regardless of how much force isapplied to the braking lever(s). The inventive braking system may alsopermit the rider to use either one hand to actuates single brake leveror two hands to actuate two brake levers to simultaneously actuate thefront and rear brakes.

It is to be understood that both the foregoing general description andthe following detailed description are by examples, and are intended toprovide further explanation of the invention as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings are included to provide a furtherunderstanding of the invention, and are incorporated in and constitute apart of this specification. The drawings illustrate embodiments of theinvention and, together with the description, serve to explain theprinciples of the invention. In the drawings,

FIG. 1 illustrates a block diagram of an embodiment of the inventivebraking system;

FIG. 2 illustrates bicycle having the inventive braking system accordingto an embodiment of the invention;

FIG. 3 illustrates a brake system according to an embodiment of theinvention;

FIG. 4 illustrates a brake system according to another embodiment of theinvention;

FIG. 5 illustrates a brake system according to another embodiment of theinvention;

FIGS. 6 and 7 illustrate top views of a brake according to an embodimentof the invention;

FIGS. 8 and 9 illustrate top views of another brake according to anembodiment of the invention;

FIGS. 10-14 illustrate views of a slider assembly according to anembodiment of the invention;

FIGS. 15-19 illustrate views of a guide according to an embodiment ofthe invention;

FIGS. 20-22 illustrate cross section views of the slider assembly andguide according to different embodiments of the invention;

FIGS. 23 and 24 illustrate top views of another brake according to anembodiment of the invention;

FIG. 25 illustrates a side view of the slider assembly and guideaccording to a disk brake embodiment of the invention;

FIG. 28 illustrates a rear view of a released brake and a second brakeactuator;

FIG. 29 illustrates a side view of the released brake and the secondbrake actuator;

FIG. 30 illustrates the rear view of the actuated brake and second brakeactuator;

FIG. 31 illustrates a side view of the actuated brake and second brakeactuator;

FIG. 32 illustrates a perspective view of the cantilever brake arm,slider assembly and guide;

FIG. 33 illustrates a rear view of the cantilever brake arm, sliderassembly and guide;

FIGS. 34-35 illustrate top views of a brake according to an embodimentof the invention;

FIGS. 36-37 illustrate top views of a brake coupled to LEDs according toanother embodiment of the invention;

FIGS. 38-39 illustrate top views of a brake coupled to brake signaltransmitters according to another embodiment of the invention; and

FIG. 40 illustrates a side view of a brake signal transmitter and anelectronic shifting system.

DETAILED DESCRIPTION

Reference will now be made in detail to the present embodiments of theinvention, examples of which are illustrated in the accompanyingdrawings. Wherever possible, the same reference numbers are used in thedrawings and the description to refer to the same or like parts. Withreference to FIG. 1, the present invention is directed towards a brakesystem 10 that can be used for bicycles and other vehicles supported bymultiple wheels. The inventive braking system 10 that can include two ormore brake mechanisms 15, 19, 23, 27, 31 that are actuated by one ormore brake controls 11, such as hand brake levers or foot brake pedals.When the user squeezes the one or more brake levers or steps on the footbrake pedal, a first brake actuator 13 actuates the first brake 15. Thefriction force of a brake pad in the first brake 15 against a rotatingstructure then actuates a second brake actuator 17 coupled to the secondbrake 19 so that both brakes 15, 19 are engaged to slow or stop thevehicle. The first brake 15 that is directly controlled by the brakecontrols 11 can be any brake on a vehicle.

The inventive brake system can be used on any wheel supported vehiclehaving multiple brakes. For example, a two wheeled vehicle can include afront brake and a rear brake. The brake system on a three wheeledvehicle can include a front center brake, a left rear brake and a rightrear brake. Alternatively, a three wheeled vehicle can include a leftfront brake, a right front brake and a center rear brake. On a fourwheeled vehicle, the brake system can include a front left brake, afront right brake, a left rear brake and a right rear brake.

These brakes can be sequentially coupled in any order. For example, ifthe first brake 15 is the front brake, the brake control 11 can becoupled to the front (first) brake 15 by a front (first) brake actuator13 and the front (first) brake 15 can be coupled to the rear (second)brake 19 by a rear (second) brake actuator 17. Conversely, if the firstbrake 15 is the rear brake, the brake control 11 can be coupled to therear (first) brake 15 by a rear (first) brake actuator 13 and the front(second) brake actuator 17 can be coupled between the rear (first) brake15 and the front (second) brake 19. In other embodiments, the vehiclemay have left and right brakes. The first brake 15 can be the rightbrake and the second brake 19 can be the left brake.

It is also possible for the first brake to control multiple brakeactuators 17, 25. For example, a first (rear) brake 15 can be coupled toa second (front left) brake actuator 19 can control the second (frontleft) brake 19 and a third (front right) brake actuator 25 can controlthe third (front right) brake 27 of the vehicle. It is also possible toextend the number of sequential brakes. For example, the brake controls11 can actuate the first brake actuator 13 which is coupled to the firstbrake 15. The braking friction of the first brake 15 can actuate asecond brake actuator 17 coupled to the second brake 19. The brakingfriction of the second brake 19 can actuate a fourth brake actuator 21coupled to a fourth brake 23. Similarly, the braking friction of thethird brake 27 can actuate the fifth brake actuator 29 coupled to afifth brake 31. This sequential brake actuator configuration cancontinue to three or more brakes.

The following description is primarily directed towards a two wheeledbicycle in which the first brake is the rear brake and the second brakeis the front brake. However, these same designs and operating principlescan be applied to any multiple wheeled vehicle and the scope of theapplication is intended to cover the inventive braking system applied toall multiple wheeled vehicle configurations.

Normal bicycle brakes include two hand levers which are used toindividually control a front brake and a rear brake. A problem withexisting brake systems is that the bicycle rider must be careful whenapplying the brakes because if the front brake is locked, the stoppingforce can flip the rider off of the bicycle. There are severaltechniques for efficient braking on a two-brake bicycle. The one mostcommonly taught is the 25-75 technique. This method entails supplying75% of the stopping power to the front brake, and about 25% of the powerto the rear. Since the bicycle's deceleration causes a transfer ofweight to the front wheel, there is much more traction on the frontwheel. However, excessive front braking force can cause skidding of thefront tire which can cause the bike to flip forward over the front wheeland probably injury to the rider. Excessive rear braking force can causeskidding, but will not result in the bike flipping.

The present invention is directed towards a brake system and apparatuswhich allows the rider to quickly stop the bicycle or other vehicle veryquickly, but prevents the front wheel from locking up or being slowedtoo quickly. The brake system is also compatible with existing brakedesigns and can be produced in a very economical manner so that bicycleriders will not have to pay a significant amount of money for these veryimportant safety features. In an embodiment, the inventive brake systemcan be retrofitted onto existing bicycle brakes and in otherembodiments, the inventive brake system can be incorporated into thedesigns of the brakes.

With reference to FIG. 2, a bicycle having the inventive braking systemis illustrated. The bicycle 100 has a frame 101 on which a front wheel107 and a rear wheel 105 are rotatably mounted. In an embodiment, one ortwo brake levers 102 are fastened on a handlebar 103 and the lever(s)102 are connected to a rear brake actuator 140 which is coupled to arear brake 104. A front brake actuator 150 is coupled between the frontbrake 106 and the rear brake 104. The rear brake 104 can include one ortwo inventive brake pad assemblies. When the rear brake 104 is actuatedby the brake lever(s) 102 a portion of the rotating rear wheel 105 (orother braking surface) is compressed between two or more brake pads andthe friction generated by the direct contact of the brake pad with therotating braking surface slows the rotational velocity of the rearwheel. One or more of the brake pads in the rear brake 104 can includean inventive brake pad assembly. In response to the direct contactbetween the brake pads with the rotating braking surface, inventivebrake pad assembly actuates the front brake actuator 150 which causesthe front brake 106 to be applied to the front wheel 107 or other frontwheel braking surface. When the rear brake 104 is released, the brakepad assembly is pulled away from the rear wheel 105 and the brake padassembly releases the front brake actuator 150 which releases the frontbrake 106.

If the braking occurs quickly, the weight of the rider can shift forwardand the deceleration force applied by the front wheel 107 at the pointof contact with the ground can cause the rear wheel 105 to be liftedfrom the ground. This loss of surface contact will reduce or eliminatethe rotational force applied by the ground to the rear wheel 105.Because the actuation force applied to the front brake 106 isproportional to the rotational force of the rear wheel 105, the brakingforce applied to the front wheel 107 will also be reduced until the rearwheel 105 regains contact with the ground. The contact will generate arotational force to the rear wheel 105 and the inventive brake padassembly will be actuated again and apply more force to the front brake106. By automatically detecting the rotational force applied to the rearwheel 105 and adjusting the front brake 106 force proportionally, theinventive braking system and brake pad assembly prevents the front wheel106 from skidding which allows the rider to remain in control of thebicycle even if excessive braking forces are applied. Since the frontbrake 106 force is controlled to the rear wheel rotational force 105, arider can increase the braking force by moving as much body weight overthe rear wheel 105 as possible during braking. However, even if therider shifts his or her weight forward while riding, hard braking willnot cause the bicycle to stop in a manner that would flip the bicycleover the front wheel 107.

FIG. 3 illustrates a brake system according to one embodiment of thisinvention. The brake system can include a brake lever(s) 202, a firstbrake actuator 203, a first brake which can be a rim brake 206 a, a diskbrake 206 b or other type of brake, a second brake actuator 250 and asecond brake which can be a rim brake 206 a, a disc brake 206 b or anyother brake mechanism. When the brake lever 202 is squeezed, ittransfers a braking force to the first brake actuator 203 which appliesthe first brake 206 a or 206 b. The friction force of the brake padassembly in the first brake 206 a, 206 b transmits a braking force tothe second brake actuator which actuate the second brake 208 a or 208 b.

FIG. 4 illustrates a brake system according to another embodiment ofthis invention. The brake system may include two brake levers 302 a, 302b, a first brake actuator 309, a first brake 304, a second brakeactuator 350 and a second brake 306. In this embodiment, two brakelevers 302 a, 302 b are used to actuate the first brake 304. In anembodiment, the first brake actuator 309 can be a cable that can besplit into a first brake cable 309 a and a second brake cable 309 b.This configuration divides the first brake actuation force between thefirst brake cable 309 a and the second brake cable 309 b which arerespectively pulled by a first brake lever 302 a and a second brakelever 302 b. In this configuration, a rider may use both hands to applybrake forces on the two brake levers 302 a, 302 b to actuate the rearbrake 304. However, the operator can still use either one of the twobrake levers 302 a, 302 b alone and individually to actuate the firstbrake 304. When the first brake is actuated, the movement of one or moreof the brake pads in the inventive brake pad assembly will actuate thesecond brake actuator 350 which transfers a brake force to the secondbrake 306. Although, caliper brakes 304, 306 are illustrated, any othertype of brake can be used.

In some embodiments, the brake actuators can be brake cables surroundedby brake cable housings. The brake actuators can be actuated by pullingthe cables through the brake cable housing, such that the brake cable isunder tension and the brake cable housing is under compression. Thebrakes can be actuated by either pulling the brake cables away from thebrake or pushing the brake cable housing towards the brake. Withreference to FIG. 5, in an embodiment, two brake levers 302 a and 302 ccan be coupled to a first brake actuator that includes a brake cable 309and a brake cable housing 310 that surrounds a portion of the brakecable 309. The brake lever 302 a, can be coupled to the brake cable 309such that when actuated, the brake cable 309 is pulled towards the brakelever 302 a and away from the first brake 304. The brake lever 302 c iscoupled to the brake cable housing 310. When the brake lever 302 c isactuated, the brake cable housing 310 is pushed towards the first brake304. Again, the brake levers 302 a, 302 c can be operated independentlyto actuate the rear brake 304. The friction force against one or more ofthe rear brake pads can actuate the second brake actuator 350 whichtransmits a brake force to the second brake 306 helping to stop thevehicle.

With reference to FIG. 6, a top cross sectional view of an embodiment ofa first brake 401 having the inventive brake assembly 414 isillustrated. The brake 401 can include a slider assembly 403 and a guide407 that are coupled to an arm 404 of the first brake 401. The brake padassembly 414 can include a slider assembly 403 that can slide within theguide 407. The brake 401 can be mounted around a portion of the firstwheel with the brake pads 402 aligned on opposite sides of a first wheelrim 411. When the vehicle moves forward, the upper portion of the rim411 also moves forward. The brake 401 can have two brake pads 402. In anembodiment, the brake pad 402 on the right side is coupled to a sliderassembly 403 that moves within a guide 407. The guide 407 can be coupledto a mounting rod 410 which is secured to the brake arm 404. The sliderassembly 403 can include a brake pad 402 which can be compressed againstthe rotating rim 411. The brake pad assembly 403 can also include alayer of lubricious material 412 such as Nylatron, Teflon, graphite orother low coefficient of friction and high compression strengthmaterials. Alternatively, the brake assembly 403 components can be madeof these low friction materials.

The orientation of the slider assembly 403, brake pad 402 and guide 407on the bicycle can depend upon the position of the brake 401 on thewheel. If the brake 401 is located on the upper half of the rim 411, thedescribed and illustrated positions are correct. However, if the brakeis on the lower half of the rim 411, the “front” and “back” of thebicycle can be reversed.

The slider assembly 403 can also be coupled to a second brake actuator.In an embodiment, the second brake actuator can be a cable 122 having anend fitting 124 which can have a stepped cylindrical design with a firstsmaller diameter and a larger end diameter. The fitting 124 can engagean open hole coupling mechanism 132 on the slider 403. The hole in thecoupling mechanism 132 can be slightly larger than the first smallerdiameter and smaller than the larger end diameter so that the fitting124 is securely connected to the coupling mechanism 132.

The guide 407 can have a feature that engages the end of a brake cable“noodle” 126 which is rigid section of tubing that functions as a lowfriction guide for the brake cable 122. In an embodiment, the guide 407can have a counter bored recess which has an inner diameter that isslightly larger than the outer diameter of the end of the noodle 126. Inother embodiments, the end of the noodle 126 can be inserted into aferrule that can be a metal or plastic piece that surrounds the outerdiameter and end of the noodle 126 and has a hole for the brake cable126 to protrude through.

The guide can also have a threaded mechanism that allows the brake pads402 of the second brake to be adjusted in the released state byeffectively controlling the length of the second brake cable housing128. In an embodiment, the brake cable housing 128 includes a barreladjuster which allows the user to effectively adjust the length of thecable housing 128. If the brake is too tight and additional clearance isrequired, the barrel adjuster is adjusted to effectively shorten thecable housing 128 length. Conversely, if the second brake is too loose,the barrel adjuster can be adjusted to effectively lengthen the cablehousing 128 length. The barrel adjuster can be located at any portion ofthe brake cable housing 128, including at the intersection with theinventive brake pad assembly. The brake pads 402 will rest close to thesecond rim if the cable housing 128 is lengthened and conversely, if thebrake cable 126 is shortened, the brake pads 402 on the second brakewill rest farther away from the rim 411 in the normal open position.

The other end of the noodle 126 opposite the side in contact with theguide 407 can be connected to an end of the brake cable housing 128. Theend of the noodle 126 can include an outer sleeve that surrounds theouter diameter of the cable housing 128 and an inner edge that engagesthe end of the brake cable housing 128. The noodle 126 can allow thebrake cable 126 to bend so that the brake cable can be directed in anydesired direction, preferably towards the second brake. In anembodiment, another noodle can be coupled to the second brake and usedto direct the brake cable 128 in the desired direction. The end of thebrake cable 128 can be secured to the second brake with a “pinch bolt”mechanism which surrounds and secures the brake cable 128 to the secondbrake. In other embodiments, noodles may not be necessary and the brakecable housing 128 may be in direct contact with the first brake guide407 and/or the second brake. The cable housing 128 can extend the entirelength of the brake cable 126 or only be used over one or more sectionsof the brake cable 126. For example, in many bicycles, the cable housing128 may be secured to stationary stops coupled to the ends of the toptube and the bare brake cable 128 may extend along or inside the toptube. If the second brake cable 128 is used to actuate a mechanicalfront disk brake, the second brake cable 128 can extend down an arm ofthe front fork.

The brake pad 402 on the left side of the rim 411 can be a normal brakepad. In an embodiment, the brake pad 402 is coupled to a threadedmounting rod 410 that extends away from the braking surface. The brakepad 402 can be secured to the brake arm 404 by tightening a nut 408 thatis screwed onto the mounting rod 410. In this configuration, the brakepad 402 coupled directly to the threaded mounting rod 401 remainsstationary relative to the arm 404 when the rear brake 401 is actuated.When the brake 401 is not actuated, the brake pads 402 are pulled awayfrom the rim 411 by springs in the brake 401. In other embodiments, thebrake pads can both have the inventive brake pad 414 assemblies.

With reference to FIG. 7, the first brake 401 is coupled to a brakeactuator which can be a brake lever(s). When the lever(s) is actuated,the inventive brake pad assembly 414 is pressed against the rim 411 ofthe wheel (or a rotating disk brake) coupled to the wheel to slow orstop the rotation. The rim brake pad 402 of the inventive brake padassembly 414 can have an elongated shape like a normal brake pad. Theslider assembly 403 and guide 407 are aligned with the brake pad 402 andrim 411 so that the movement of the slider 403 and brake pad 402 arealso aligned with the rim 411 of the wheel.

When the first brake 401 is actuated, the slider assembly 403 and brakepad 402 are pressed against the rotating rim 411 and the movement of therim 411 causes the slider assembly 403 and brake pad 402 to slideforward in the guide 407 towards the front of the bicycle. The couplingmechanism 132 is connected to the fitting 124 on the end of the brakecable 122. The movement of the slider assembly 403 will be greater thanthe spring force of the second brake and will cause the brake cable 122to be pulled in tension. The noodle 126 is coupled to the guide 407 andthe tension on the brake cable 122 will result in compression of thenoodle 126 and the brake cable housing 128. The brake cable 122 andhousing 128 are also coupled to the second brake. The movement of thebrake cable 122 within the housing 128 will actuate the second brake.

The brake cable 122 tension force can be proportional to the frictionforce of the brake pad 402 against the moving rim 411. A higher brakingforce applied to the first brake will result in a higher braking forceapplied to the second brake through the brake cable 122. However, if therim 411 loses traction with the road, the rim 411 may stop rotating andthe friction force that creates the force that pulls on the brake cable122 and the brake force applied to the second brake are reduced untilthe rim 411 regains traction and begins to rotate again. Since the rim411 may lose traction when excessive braking is applied to the frontbrake the rear wheel is starting to lift off the ground, this systemeffectively functions as an anti-locking brake system.

With reference to FIG. 8, in an embodiment, the second brake actuatorcan be brake cable 122 in a brake cable housing 128. The brake cable 122can have an end fitting 124 which is attached to the guide 406 at acoupling mechanism 144. The end of the brake cable housing 128 can buttup against a tab 142 coupled to the slider assembly 405. This is similarto the brake pad assembly illustrated in FIGS. 6 and 7. However, theaction is reversed since the brake cable 122 can be coupled to the guide406 and the brake cable housing 128 can be coupled to the slide assembly405. The compression of the brake cable housing holds the brake padassembly towards the back of the guide while the brake is in the openposition.

With reference to FIG. 9, when the first brake is actuated, the brakepad assembly 405 is pressed against the moving rim 411 and the frictionforce causes the brake pad assembly 405 to move forward. This movementcauses the brake cable housing 128 to be compressed. Although the guide406 and brake cable 128 may not move, the movement of the brake cablehousing 128 results in tension in the brake cable 122 which actuates thesecond brake. The pushing force on the brake cable housing 128 due tothe braking friction is greater than the front brake spring force, thebrake cable housing 128 is compressed and the front brake cable 122 ispulled in tension. If the rim 411 stops rotating due to a lack ofcontact with the road, the slider 405 and brake cable housing 128 willno longer be pushed forward. This reduced force in the brake cable 122and brake cable housing 128 will reduce the braking force on the secondbrake until the rim 411 regains traction on the road and starts rotatingagain. The brake configuration illustrated in FIGS. 8 and 9 may notrequire a noodle to direct the second brake cable 122 from the rearbrake to the front brake.

In an embodiment, the inventive brake pad mechanism assemblies can be adirect replacement for the existing brake pads. The brake pad can bevery similar to the known brake pads. FIGS. 10-14 illustrate differentviews of an embodiment of the slider assembly 403. FIG. 10 illustratesan inner side view, FIG. 11 illustrates a back view, FIG. 12 illustratesa top view, FIG. 13 illustrates a front view and FIG. 14 illustrates anouter side view of the slider assembly 403. Rather than being moldedaround a brake support structure or placed in a brake shoe, the brakepad 402 can be molded around a slider 403 which slides within a guide.In other embodiments, the brake pad 402 can be inserted into a brakeshoe that holds the brake pad in the required position on the sliderassembly 403.

The slider assembly 403 can include a slide portion 413 that engages acorresponding slot in the guide. In this embodiment, the slide portion413 can have a “T” shape. In other embodiments, the slide portion 413can be any other shape that can be held in a corresponding slot. Theslider assembly can also include an open hole coupling mechanism 132that can be securely connected to the brake actuator. Because the slideportion 413 is in physical contact with the guide, a film or sheet orthe entire slider can be made of a lubricious material such as:Nylatron, Teflon, graphite or other low coefficient of friction and highcompression strength materials can be attached to the sliding 451surface(s) of the slider 403 and/or guide. In other embodiments, theentire slide portion 413 or the slider assembly 403 can be made of alubricious material.

The coefficient of friction of the brake pad 402 sliding against the rimcan depend upon the brake pad 402 and rim materials. The rim can be madeof aluminum, carbon fiber, plastic, titanium, steel, and other alloys.The brake pad 402 can be a plastic, rubber or other high coefficient offriction material that can molded around a slider 403 or attached in anyother suitable manner to a brake support structure. The brake supportstructure prevents the brake pad 402 from deforming while it iscompressed against the rim. The slider brake support structure and brakepad 402 can also be configured to apply uniform pressure to the contactareas where the brake pads contact the rim or other braking surface suchas a disk brake.

Different views of an embodiment of the guide 407 are illustrated inFIGS. 15-19. FIG. 15 illustrates an inner side view, FIG. 16 illustratesa back view, FIG. 17 illustrates a top view, FIG. 18 illustrates a frontview and FIG. 19 illustrates an outer side view of the guide 407. Theguide also has a groove 452 that the sliding portion of the sliderassembly moves within. The rear end of the guide 407 can include a slot454 and a recessed area 456 for holding an end of a noodle or a brakecable housing. The guide 407 can include a mounting rod 410 to securethe guide 407 to a brake arm. The rod 410 can be cylindrical and have asmooth surface. In other embodiments, the outer diameter of the rod 410may be threaded. In other embodiments, any other type of attachmentmechanism can be used to secure the brake to the guide. For example, theguide 407 may have a threaded hole which allows a bolt to be screwedinto the hole to secure the guide to the brake. The assembled brake padassembly with the slider assembly 403 and the guide 407 can be similarin size to a conventional brake pad.

FIGS. 2-19 illustrate the slider as having an inverted “T” portion whichslides within a corresponding inverted T shaped groove formed in theguide. The sliding portions can be the lower flat portion of theinverted T as well as the surfaces of the guide that are closest to theslider. Each of these sliding surfaces can be used with a lubriciousmaterial to minimize the sliding friction. In other embodiments, anyother sets of sliding surfaces can be used as shown in the exemplarycross section illustrations. Various other configurations are availablefor the slider and guide as shown in FIGS. 20-22. FIG. 20 illustrates across section of an embodiment of the brake pad assembly having a guidewith a “T” cross section groove 460 and a slider assembly having acorresponding “T” shaped groove 465. FIG. 21 illustrates a guide 407having a tapered groove 461 and a slider assembly having a correspondingsliding portion 466. FIG. 22 illustrates a guide having a “V” groove 462and a slider assembly having a corresponding slider portion. Variousother slider groove combinations are contemplated.

With reference to FIGS. 23 and 24, in other embodiments, it is alsopossible to apply the described rear brake assembly to a hydraulic brakesystem. Rather than a cable pulling system, the rear brake assembly canbe coupled to a hydraulic cylinder 471 filled with hydraulic fluid 475.The cylinder 471 can be coupled to the guide 407 and the slide assembly403 can be coupled to a piston rod 479 that is attached to a piston 473that can move within the cylinder 471. One end of the brake hydraulictubing 477 is coupled to a cylinder 471 and the opposite end is coupledto the second brake. With reference to FIG. 23, a spring in the secondbrake pressurizes the hydraulic fluid 475 pressing the piston 473towards the back of the cylinder 471. The hydraulic brake system can bea disc brake or a rim brake (cantilever, V-brake, etc.) In the normalposition, the brake shoe 402 is not in contact with the rim 411 or diskbrake.

With reference to FIG. 24, in the braking position the brake pads 402are pressed against the moving rear rim 411 or disk brake. The slider403 moves forward due to the friction of the brake pad 402 against therim 411. The slider 403 pushes the rod 479 and the piston 471 within thecylinder 471 pressuring the hydraulic fluid 475. The pressurizedhydraulic fluid 475 exits the cylinder 471 and flows through thehydraulic tubing 477 to actuate the second hydraulic brake. If the rim411 stops rotating due to a lack of contact with the road, the frictionforce and the force moving the slider 403 forward will decrease. Theforces on the piston 473 will decrease and the hydraulic fluid 475pressure will also decrease. This reduced hydraulic fluid 475 pressurein the hydraulic tubing 477 will reduce the braking force on the secondbrake until the rim 411 regains traction on the road and starts rotatingagain.

With reference to FIG. 25 an embodiment of the brake pad assembly 510 isillustrated. In many bicycles, hydraulic systems are used with diskbrakes. Because the disk brakes use a disk rotor 509 rather than a rimas the braking surface, the brake pad 502 can be any geometric shapethat provides sufficient surface area to stop the rotation of the diskrotor 509. Because the disk brake pad 502 is located much closer to thecenter of rotation, the radial position of the disk brake pad 502 mayshift as the slider 503 moves within the guide 507 if the path islinear. In an embodiment, the slider assembly 503 and guide 507 can beconfigured with an arched path that matches the disk rotor. Thisconfiguration may allow the disk brake pad 502 to maintain a constantradial position against the brake rotor 509 regardless of the positionof the slider assembly 503 within the guide 507. In the disk brakeembodiment, the second brake actuator can be a brake cable in a brakecable housing, a hydraulic system or any other braking mechanism thatcan be actuated by the movement of the slider assembly 503 in the guide507.

In other embodiments, the brake shoe slider assembly structure can beused for various other purposes. For example, the brake shoe sliderassemblies can be coupled to springs which can provide smoother brakingactuation. In this embodiment, both brake shoes of a brake mechanism canhave brake shoe/slider assemblies that move within guides on oppositesides of the rim. In the normal open position, the springs are fullyextended and the sliders are towards the back of the guides. When thebrake is actuated, the brake pads are compressed on opposite sides ofthe rim and the brake pad/slider assemblies are moved in the guides tocompress the springs. This spring motion can provide more uniformbraking If there are rough spots on the rim, the brake pad will have ahigher coefficient of friction and tend to compress the spring more. Ifthere are smoother sections of the rim, the coefficient of friction willdecrease and the spring can expand. The compression of the spring willtend to absorb the braking force and the spring extension will tend torelease the braking force. The overall effect is a smoother braking feelfor the rider.

FIGS. 28 and 30 respectively illustrate a rear cantilever brake and atransmission device according to another embodiment of this invention.FIG. 28 illustrates the rear view of a cantilever brake in the openposition with the brake pads 907 a, 907 b away from the wheel 905. FIG.30 illustrates the rear cantilever brake in the actuated position withthe brake pads 907 a, 907 b against the wheel 905. In this embodiment, atransmission device is also integrated into the cantilever type brake. Arear cantilever brake 904 can include two brake arms 904 a, 904 b andthe second brake actuator brake assembly 906 can be integrated intoeither one or both of the two brake arms 904 a, 904 b. The brake arm 904a can be pivotally connected with a seat stay 901 a which is part of thebicycle frame and the brake arm 904 a can rotate about a pivot axis 903a. The brake arm 904 b can be pivotally connected with a seat stay 901 band the lower end can rotate about a pivot axis 903 b. A first brakeactuator can be a first brake cable 908 that slides within a noodle 909.The first brake cable 908 can be coupled to the first brake arm 904 aand the noodle 909 can be coupled to the second brake arm 904 b by abracket 909 a. When actuated, the brake arms 904 a, 904 b are squeezedtowards each other and this inward rotation actuates their respectivebrake pads (907 a, 907 b) to be pressed against the rear wheel 905. Thebrake arms 904 a, 904 b can each be coupled to springs which rotate thebrake arms 904 a, 904 b away from the wheel 905 as illustrated in FIG.28 when the first brake cable 908 is not actuated by a brake lever.

With reference to FIG. 30, when the first cantilever brake 904 isactuated, the two brake arms 904 a, 904 b are pulled towards each otherby the movement of the brake cable 908 and the noodle 909, such thattheir respective brake pads 907 a, 907 b are pressed against the wheel905 to slow the rotation of the wheel 905. The second brake actuatordevice 906 can consist of a guide 906 a and a slider 906 b. The frictionforce of the brake pad 907 a against the rotating wheel 905 causes theslider 906 b to move within the guide 906 a to move the second brakeactuator. When the brake lever is released, the two brake arms 904 a,904 b of the first cantilever brake 904 return to their respective openpositions as illustrated in FIG. 28 by the torsion spring force.

FIG. 29 illustrates a side view of the rear cantilever brake and thetransmission device as illustrated in FIGS. 28 and 31 illustrates sideviews of the first brake and the second brake actuator as illustrated inFIG. 30. An operation mechanism of the rear cantilever brake's righthalf is further described below with reference to FIGS. 29 and 31. Inthe illustrated embodiment, an L-shaped bracket 910 can be secured tothe brake arm 904 a and an opposite end of the bracket 910 can becoupled to the second brake actuator which can be a brake cable housing911 which surrounds the brake cable 911 a. The brake cable 911 a can becoupled to the slider assembly 906 b and the brake pad 907 a can be acomponent of the slider assembly 906 b. The slider assembly 906 b can beslidably connected to the guide 906 a which allows the slider assembly906 b to slide along a direction 920. The direction 920 is generally inparallel with the pivot axis 903 a.

When the second brake actuator 906 is not actuated as illustrated inFIG. 29, the brake pad 907 a is not in contact with the wheel 905 andthe brake cable 911 a is not pulled by the slider assembly 906 b toactuate a second brake. In an embodiment, the first bake can be the rearbrake and the second brake can be the front brake 106 of a bicycle asillustrated in FIG. 2.

With reference to FIG. 31, when the second brake actuator 906 isactuated, the second brake cable 911 a is pulled by the slider assembly906 b due to the friction of the brake pad 907 a against the wheel 905.The second brake cable 911 a can be coupled to a second brake which isactuated by the pulling of the second brake cable. When the first brakeis released and the second brake actuator 906 is released, the sliderassembly 906 b is pulled by the brake cable 911 a towards the brakecable housing 911 and the second brake actuator returns to an originalposition as illustrated in FIG. 29.

FIG. 32 illustrates a perspective view of a slider assembly 906 b, guide906 a and brake arm 904 a and FIG. 33 illustrates a front view of theslider assembly 906 b, guide 906 a and brake arm 904 a. As shown in FIG.33, the brake pad 907 a is secured to the slider assembly 906 b and theguide 906 a is fastened to the brake arm 904 a. The slider assembly 906b and brake pad 907 a are slidably connected with the slider guide 906a. The guide 906 a can have two stop members (906 a ₁ and 906 a ₂) thatrestrict the movement of an extension member 906 b ₁ of the sliderassembly 906 b such that the slider assembly 906 b may only slide backand forth along the direction 920 within a limited region of the guide906 a. With this limited movement region, the slider assembly 906 b maynot overly pull the brake cable 911 a beyond a predetermined range ofmotion.

The guide 906 a and slider assembly 906 b can be made from metallicmaterials, which could provide low friction sliding surfaces. In anembodiment, the slider assembly 906 b is made from brass or other alloyof copper, and the slider guide 906 a is made from bronze or other alloyof copper. The guide 906 a may be oil-impregnated such that the sliderassembly 906 b can be slid along the slider guide 906 a with an even lowfriction. In other embodiments, the guide 906 a and slider assembly 906b can be made from high strength lubricious plastic materials.

In other embodiments, various other functional mechanisms can be coupledto the inventive brake pad, slider and guide assemblies. With referenceto FIGS. 34 and 35, an embodiment of the brake pad assembly includessprings 381 that resist the movement of the slider assemblies 383 in theguides 385 during braking FIG. 34 illustrates the brake 380 in the openposition with brake pads 402 pulled away from the rotating rim 411. FIG.35 illustrates the brake 380 in the braking position with the brake pads402 pressed against the rotating rim 411. The friction force of thebrake pads 402 against the rim 411 causes the springs 381 to becompressed. The spring movement can prevent the brake 380 from lockingup the rotating rim 411 if the rider actuates the brake 380 with toomuch force. The compression of the springs 381 can smooth the brakingforces applied to the rim 411.

In still other embodiments, the inventive system can be used for otherpurposes. For example, with reference to FIGS. 36 and 37, the system canbe a component of an electrical system. A piezo electric mechanism 391can be coupled to the slider assembly 393 and guide 395. The piezoelectric mechanism 391 can produce electricity when compressed. An LED397 can be coupled to the piezo electric mechanism 391 by electricalconductors 396 such as wires. In the open position illustrated in FIG.36, the brake pads 402 are away from the rim 411 or disk and the piezoelectric mechanism 391 does not produce electricity and the LED 397 isnot illuminated. With reference to FIG. 37, the slider assembly 393compresses the piezo electric mechanism 391 which generates electricitywhich can be coupled to the LED 397. The LEDs 397 may face towards theback of the bicycle so that when the bicycle brakes are applied, theilluminated red LEDs can indicate that the bicycle brakes are applied.

With reference to FIG. 36, in other embodiments, the slider 393 can becoupled to a switch 392 and a battery 394. When the brake is open, theswitch 605 can be open and the battery 394 can be disconnected from theLED 397 which will not be illuminated. With reference to FIG. 37, whenthe brake is actuated, the braking can cause the brake pad 402 to closethe switch 392 which can connect the battery 394 to the LED 397 whichthen produces light. In an embodiment, the LEDs 397 can be red in colorand may be facing the back so they are visible to people behind thebicycle. The illuminated red LEDS can indicate that the bicycle isbraking In other embodiments, the LED can be white or any other colorand can be pointed in any direction. The system can be used as asupplemental power source for the headlight. When the brakes areapplied, the piezo electric switch can increase the power output of aheadlight. Thus, when riding normally, the lights can be lower and whenthe brakes are applied, the light power can be increased for highervisibility at a stop sign or during braking.

In an embodiment with reference to FIGS. 38 and 39, the inventive brakesystem can be coupled to a brake signal transmitter 399. The piezoelectric mechanism 391 can be coupled to a brake signal transmitter 399.With reference to FIG. 38, when the brake is open, the piezo electricmechanism 391 does not produce electricity and the brake signaltransmitter 399 may not transmit an output signal. With reference toFIG. 39, when the brakes are applied, the piezo electric mechanism 391can be compressed and emit an electrical signal which is used by thebrake signal transmitter 399 to emit a brake signal.

In other embodiments, the brake signal transmitter 399 can be connectedto an electrical switch 392, a power supply 394 and brake signaltransmitter 399 which can be an RF transmitter or any other signaloutput device. With reference to FIG. 38, when the brake is open, theelectrical switch 392 is disengaged and the electrical power is nottransmitted from the power supply 394 which can be a battery to thebrake signal transmitter 399. With reference to FIG. 39, when the brakesare actuated, the brake pad 402 can actuate the switch 392 causingelectrical power to be transmitted from the power supply 394 to thebrake signal transmitter 399.

In other embodiments, the brake signal can be coupled to an electronicgear shifting system. With reference to FIG. 40, a bicycle gearingsystem 500 is illustrated. Bicycles typically include multiple gearsthat control the ratio of pedal rotation of a crank 501 to rear wheel411 rotation. Lower gears provide lower rotation of the rear wheel 411per each crank 501 rotation and higher gears provide a higher rotationof the rear wheel 411 per crank 501 rotation. The number of gearsavailable is typically the number of gears on a rear cluster 507 that iscoupled to the rear wheel 411 times the number of gears 509 on a frontcrank 501. For example, in the illustrated embodiment, the rear cluster507 can have 5-11 gears and the front crank 501 can have 2 or 3 gears. Abicycle having a 5 gear rear cluster 507 and a three gear crank 501 willhave a total of 15 gears. A chain 511 can run over any combination ofthe front and rear gears to provide different gearing to the bike. Bychanging the position of the chain 511 on the rear cluster 507 and thecrank 501, the rider can change the rotational ratio of the cranks andthe rear wheel. In an embodiment, the rider can select a gear through ashift controller 503 and the electronic system 505 will shift the chain511 to the selected gears by adjusting a front derailleur 513 and a rearderailleur 515. However, in order to properly shift gears, the ridermust be pedaling since shifting of the chain 511 cannot occur when thecrank 501 is not rotating.

The rider is typically not pedaling when the brakes 104 are applied. Thebrake can be coupled to a brake signal transmitter 399 which cantransmit a brake signal to the electronic system 505 when the brakes areapplied. The brake actuation signal can indicate that the crank 501 isnot rotating and the electronic system 505 should not attempt to shiftthe gears by controlling the front derailleur 513 or the rear derailleur515. In an embodiment, the electronic system 505 can delay the shiftuntil the brakes have been released and the brake signal transmitter 399does not emit the brake signal.

In other embodiments, the inventive braking system 500 can be used withan electronic gear shifting system that can be configured to adjust thegearing ratio lower for hills and slower riding speeds and increasegearing ratio for descents and faster riding speeds. The application ofthe brakes can be used as a gear shift signal to automatically makeadjustments to the gear ratio. For example, when a rider is braking on aflat section and the rider applies the brakes, this braking is usuallyin response to a stop sign or light. If the rider slows his or her speedsignificantly, the electronic shifting system can adjust the gearing tobe lowered so that the rider will be able to pedal the bicycle from astopped position. It can be very difficult to start moving a bicyclethat is in a high gear when the bicycle is stationary.

In an embodiment, it may be possible to shift gears based upon theactuation and duration of the braking If the brakes are applied thesystem may downshift and the number of gears shifted may be proportionalto the force and duration of the braking. A long and hard braking cancause the gears to shift to a lower gear so that the rider can be in alow gear when pedaling resumes. Thus, a short and light brake actuationmay result in a single lower gear shift. In contrast, a longer andharder brake actuation may result in a multiple gear shift to asignificantly lower gear. In an embodiment, it may be possible totransmit signals to the shift mechanism through the brake levers. Forexample, the decrease in the gear shift can be indicated by the numberof brake taps, two taps of the brake lever can result in downshifting bytwo gears. Similarly, five taps of the brake lever can result in a fivegear downshift.

After the inventive brake pad assemblies have been used for asignificant period of time, the brake pads will need to be replaced. Inan embodiment, the present invention can be directed towards the repairkit for the brake pad assembly 403 illustrated in FIGS. 10-14. If theonly worn component is the brake pad 402, a basic repair kit may onlyinclude the brake pad 402. The user can remove the worn brake pad 402from the slider assembly 403 and attach the new brake pad 402 to theslider assembly 403. In some embodiments, a fastener such as a screw maybe used to secure the brake pad 402 to the slider assembly 403.

In other embodiments, the brake pad 402 may be integrated into theslider assembly 403 and when the brake pad 402 needs to be replaced, theslider assembly 403 may also be replaced. In this embodiment, the repairkit may include the slider assembly 403 that includes the brake pad 402.If the actuation of the brake pad assembly 403 has worn the slidingportions of the guide 407 (illustrated in FIGS. 15-19), a repair kit caninclude both the slider assembly 403 and the guide 407. It is alsopossible that the lubricious material may need to be replacedperiodically. The brake pad assembly may include some spare slidingsurface materials which can be used as replacement parts.

The present disclosure, in various embodiments, includes components,methods, processes, systems and/or apparatus substantially as depictedand described herein, including various embodiments, subcombinations,and subsets thereof. Those of skill in the art will understand how tomake and use the present disclosure after understanding the presentdisclosure. The present disclosure, in various embodiments, includesproviding devices and processes in the absence of items not depictedand/or described herein or in various embodiments hereof, including inthe absence of such items as may have been used in previous devices orprocesses, e.g., for improving performance, achieving ease and/orreducing cost of implementation. Rather, as the flowing claims reflect,inventive aspects lie in less than all features of any single foregoingdisclosed embodiment.

What is claimed is:
 1. A repair kit for a brake apparatus in directphysical contact with a rear brake mounted on a bicycle having a frontwheel on a front portion of the bicycle and a rear wheel on a rearportion of the bicycle, the bicycle having a front brake for slowing thefront wheel and the rear brake for slowing the rear wheel, the rearbrake having a slider guide and a brake cable, the repair kitcomprising: a brake pad; and a slider integrated with the brake pad;wherein the slider slides within the slider guide and is in directphysical contact with the brake cable.
 2. The repair kit of claim 1wherein the brake pad surrounds a portion of the slider.
 3. The repairkit of claim 1 wherein the slider is made of a plastic material.
 4. Therepair kit of claim 1 wherein the slider is made of a metal material. 5.The repair kit of claim 1 wherein a surface of the slider slides againsta material having a low coefficient of friction.
 6. The repair kit ofclaim 1 wherein the slider includes a slide portion having a “T” shapedcross section.
 7. The repair kit of claim 1 wherein the slider has anarched configuration.
 8. A repair kit for a brake apparatus in directphysical contact with a rear brake mounted on a bicycle having a frontwheel on a front portion of the bicycle and a rear wheel on a rearportion of the bicycle, the bicycle having a front brake for slowing thefront wheel and the rear brake for slowing the rear wheel, the rearbrake having a slider guide and a brake cable, the repair kitcomprising: a slider that slides within the slider guide and is indirect physical contact with the brake cable.
 9. The repair kit of claim8 further comprising: a brake pad that that surrounds a portion of theslider.
 10. The repair kit of claim 8 further comprising: a brake padthat is secured to the slider with a fastener.
 11. The repair kit ofclaim 8 further comprising: a brake pad that is secured to the sliderwith an adhesive.
 12. The repair kit of claim 8 wherein a surface of theslider is made of a material having a low coefficient of friction. 13.The repair kit of claim 8 wherein the slider assembly includes a slideportion having a “T” shaped cross section.
 14. The repair kit of claim 8wherein the slider assembly has an arched configuration.
 15. A repairkit for a brake apparatus in direct physical contact with a rear brakemounted on a bicycle having a front wheel on a front portion of thebicycle and a rear wheel on a rear portion of the bicycle, the bicyclehaving a front brake for slowing the front wheel and the rear brake forslowing the rear wheel, a brake cable in direct physical contact withthe front brake and the rear brake, the repair kit comprising: a brakepad; a brake cable having a first end and a second end; a slider indirect physical contact with the brake pad and the brake cable; whereinthe slider is molded around and rigidly secured to the first end of thebrake cable.
 16. The repair kit of claim 15 wherein the brake padsurrounds a portion of the slider.
 17. The repair kit of claim 15wherein the slider is made of a plastic material.
 18. The repair kit ofclaim 15 wherein a surface of the slider is made of a material having alow coefficient of friction.
 19. The repair kit of claim 15 wherein theslider includes a slide portion having a “T” shaped cross section. 20.The repair kit of claim 15 wherein the slider and the brake pad have anarched configuration.